Emission treatment catalysts, systems and methods

ABSTRACT

Zoned diesel oxidation catalysts containing a higher precious metal loading in the inlet zone that the outlet zone and an equal or shorter length inlet zone are described. Emission treatment systems and methods of remediating nitrogen oxides (NOx), particulate matter, and gaseous hydrocarbons using zoned diesel oxidation catalysts are also described.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 12/484,710 filed Jun. 15, 2009, which is a continuation-in-partof U.S. patent application Ser. No. 12/330,663, filed Dec. 9, 2008 (nowU.S. Pat. No. 9,863,297), which claims priority to U.S. ProvisionalPatent Application No. 61/012,947, filed Dec. 12, 2007, the disclosuresof which are incorporated herein by reference in their entireties.

BACKGROUND

The present invention relates to an emission treatment catalysts andsystems having a Diesel Oxidation Catalyst (DOC) positioned upstreamfrom a Catalyzed Soot Filter (CSF), which is positioned upstream from aSelective Catalytic Reduction (SCR) catalyst. In one or moreembodiments, the system provides an effective method of simultaneouslyremediating the nitrogen oxides (NO_(x)), particulate matter, CO andgaseous hydrocarbons present in diesel engine exhaust streams.

Diesel engine exhaust is a heterogeneous mixture which contains not onlygaseous emissions such as carbon monoxide (“CO”), unburned hydrocarbons(“HC”) and nitrogen oxides (“NO_(x)”), but also condensed phasematerials (liquids and solids) which constitute the so-calledparticulates or particulate matter. Often, catalyst compositions andsubstrates on which the compositions are disposed are provided in dieselengine exhaust systems to convert certain or all of these exhaustcomponents to innocuous components. For example, diesel exhaust systemscan contain one or more of a diesel oxidation catalyst, a soot filterand a catalyst for the reduction of NO_(x).

Oxidation catalysts that contain platinum group metals, base metals andcombinations thereof are known to facilitate the treatment of dieselengine exhaust by promoting the conversion of both HC and CO gaseouspollutants and some proportion of the particulate matter throughoxidation of these pollutants to carbon dioxide and water. Suchcatalysts have generally been contained in units called diesel oxidationcatalysts (DOC's), which are placed in the exhaust of diesel engines totreat the exhaust before it vents to the atmosphere. In addition to theconversions of gaseous HC, CO and particulate matter, oxidationcatalysts that contain platinum group metals (which are typicallydispersed on a refractory oxide support) also promote the oxidation ofnitric oxide (NO) to NO₂.

The total particulate matter emissions of diesel exhaust are comprisedof three main components. One component is the solid, dry, solidcarbonaceous fraction or soot fraction. This dry carbonaceous mattercontributes to the visible soot emissions commonly associated withdiesel exhaust. A second component of the particulate matter is thesoluble organic fraction (“SOF”). The soluble organic fraction issometimes referred to as the volatile organic fraction (“VOF”), whichterminology will be used herein. The VOF can exist in diesel exhausteither as a vapor or as an aerosol (fine droplets of liquid condensate)depending on the temperature of the diesel exhaust. It is generallypresent as condensed liquids at the standard particulate collectiontemperature of 52° C. in diluted exhaust, as prescribed by a standardmeasurement test, such as the U.S. Heavy Duty Transient Federal TestProcedure. These liquids arise from two sources: (1) lubricating oilswept from the cylinder walls of the engine each time the pistons go upand down; and (2) unburned or partially burned diesel fuel.

The third component of the particulate matter is the so-called sulfatefraction. The sulfate fraction is formed from small quantities of sulfurcomponents present in the diesel fuel and oil. Small proportions of SO₃are formed during combustion of the diesel fuel, which in turn combinesrapidly with water in the exhaust to form sulfuric acid. The sulfuricacid collects as a condensed phase with the particulates as an aerosol,or is adsorbed onto the other particulate components, and thereby addsto the mass of TPM.

One key aftertreatment technology in use for high particulate matterreduction is the diesel particulate filter. There are many known filterstructures that are effective in removing particulate matter from dieselexhaust, such as honeycomb wall flow filters, wound or packed fiberfilters, open cell foams, sintered metal filters, etc. However, ceramicwall flow filters, described below, receive the most attention. Thesefilters are capable of removing over 90% of the particulate materialfrom diesel exhaust. The filter is a physical structure for removingparticles from exhaust, and the accumulating particles will increase theback pressure from the filter on the engine. Thus, the accumulatingparticles have to be continuously or periodically burned out of thefilter to maintain an acceptable back pressure. Unfortunately, thecarbon soot particles require temperatures in excess of 500° C. to burnunder oxygen rich (lean) exhaust conditions. This temperature is higherthan what is typically present in diesel exhaust.

Provisions are generally introduced to lower the soot burningtemperature in order to provide for passive regeneration of the filter.The presence of a catalyst promotes soot combustion, therebyregenerating the filters at temperatures accessible within the dieselengine's exhaust under realistic duty cycles. In this way a catalyzedsoot filter (CSF) or catalyzed diesel particulate filter (CDPF) iseffective in providing for >80% particulate matter reduction along withpassive burning of the accumulating soot, and thereby promoting filterregeneration.

Future emissions standards adopted throughout the world will alsoaddress NO_(x) reductions from diesel exhaust. A proven NO_(x) abatementtechnology applied to stationary sources with lean exhaust conditions isSelective Catalytic Reduction (SCR). In this process, NO_(x) is reducedwith ammonia (NH₃) to nitrogen (N₂) over a catalyst typically composedof base metals. The technology is capable of NO_(x) reduction greaterthan 90%, and thus it represents one of the best approaches forachieving aggressive NO_(x) reduction goals. SCR is under developmentfor mobile applications, with urea (typically present in an aqueoussolution) as the source of ammonia. SCR provides efficient conversionsof NO_(x) as long as the exhaust temperature is within the activetemperature range of the catalyst, the operating window.

New emission regulations for diesel engines around the world are forcingthe use of more advanced emission controls systems. These systems willneed to reduce both total particulate matter and NOx by about 90percent. The engine manufacturers have multiple emission system optionsto meet the new regulations but one option is the combination of anactive filter system for particulate reduction and a selective catalyticreduction system.

One system configuration that has been proposed in the literatureinvolves a diesel oxidation catalyst (DOC) positioned downstream fromthe engine, a catalyzed soot filter (CSF) positioned downstream from theDOC, a reductant injection system position downstream from the CSF, aselective catalytic reduction (SCR) catalyst positioned downstream fromthe reductant injection system, and an optional ammonia oxidation (AMOX)catalyst positioned downstream from the SCR catalyst. The system alsotypically includes a hydrocarbon injection system located downstreamfrom the engine and upstream from the DOC.

This system configuration offers several advantages for the overallsystem functionality. Having the DOC in the first position allows it tobe placed as close as possible to the engine ensuring rapid heat up forcold start HC and CO emissions and the maximum DOC inlet temperature foractive filter regeneration. The CSF being in front of the SCR willprevent particulate, oil ash and other undesirable materials from beingdeposited on the SCR catalyst thus improving its durability andperformance. Having oxidation catalysts in front of the SCR allows foran increase in the NO₂ to NO (or NO₂ to NOx ratio entering the SCR whichis known to increase the reaction rate of the NOx reduction occurring inthe SCR if properly controlled. An example of such a system is describedin United States Patent Application Publication Number 2005/0069476.

There is an ongoing need to investigate and provide alternative systemstrategies to improve the treatment of exhaust gas streams containingNOx and particulate matter.

SUMMARY OF THE INVENTION

Applicants have determined that in systems such as the type in which aDOC is located upstream from a CSF, which is located upstream from anSCR catalyst, the optimal control of the NO to NO₂ ratio entering thefilter can be an issue with the large volume of oxidation catalyst thatis present in the DOC and CSF in front of the SCR. According to one ormore embodiments of the invention, better control of the NO to NO₂ ratioof the exhaust gas flowing into the SCR is provided by using a noveldiesel oxidation catalyst.

Embodiments of the invention are directed to diesel oxidation catalystscomprising an inlet zone with an axial length and an outlet zone with anaxial length. The inlet zone comprises at least one of platinum andpalladium in a first loading. The outlet zone comprises palladium in asecond loading. The outlet zone comprises substantially no platinum. Thefirst loading being greater than the second loading and the axial lengthof the inlet zone being less than or equal to the axial length of theoutlet zone.

In some embodiments, upon passing an exhaust stream through thecatalyst, substantially no additional NO₂ is produced over about 90% ofthe operating window of the catalyst.

In some embodiments, the axial length of the inlet zone is about halfthe axial length of the outlet zone. In other embodiments, the axiallength of the inlet zone is about equal to the axial length of theoutlet zone. In further embodiments, the axial length of inlet zone isat least about 10% of the total length of the catalyst. In additionalembodiments, the axial length of the inlet zone is at least about 20% ofthe total length of the catalyst. In various embodiments, the totallength of the inlet zone is at least about 40% of the total length ofthe catalyst. In other embodiments, the axial length of the inlet zoneis less than about 35% of the total length of the catalyst.

According to one or more embodiments, the inlet zone has a platinum topalladium ratio equal to or greater than about 10:1.

In some embodiments, the first loading is greater than about 30 g/ft3.In some embodiments, the second loading is less than about 30 g/ft3.

The catalyst of one or more embodiments is disposed on a flow-throughsubstrate.

In some embodiments, one or more of the inlet zone and the outlet zonefurther comprises a base metal oxide. In some embodiments, one or moreof the inlet zone and the outlet zone further comprises ceria.

According to various embodiments, the inlet zone comprises platinum andpalladium in a ratio of at least 2:1 and the outlet zone comprisessubstantially only palladium.

In detailed embodiments, the inlet zone comprises platinum and palladiumin a ratio of about 10:1 with a loading of about 80 g/ft3 and the outletzone comprises substantially only palladium with a loading of about 5g/ft3.

In specific embodiments, the inlet zone and the outlet zone comprisesubstantially only palladium.

In detailed embodiments, one or more of the inlet zone and the outletzone further comprises rhodium.

Additional embodiments of the invention are directed to methods oftreating an exhaust stream from a diesel engine comprising NO_(x) andparticulate matter. The method comprising flowing the exhaust streamthrough the catalyst described herein. Briefly, a diesel oxidationcatalysts comprising an inlet zone with an axial length and an outletzone with an axial length. The inlet zone comprises at least one ofplatinum and palladium in a first loading. The outlet zone comprisespalladium in a second loading. The outlet zone comprises substantiallyno platinum. The first loading being greater than the second loading andthe axial length of the inlet zone being less than or equal to the axiallength of the outlet zone. In detailed embodiments, the catalyst iseffective to produce substantially no additional NO₂ in the exhaust gasstream after passing through the catalyst over about 90% of theoperating window of the catalyst.

Further embodiments of the invention are directed to methods of making adiesel oxidation catalyst. A first slurry comprising platinum andpalladium is prepared. A second slurry comprising palladium is prepared.A inlet zone of a substrate is washcoated with the first slurry to afirst loading, the inlet zone having an axial length. An outlet zone ofthe substrate is washcoated with the second slurry to a second loading,the outlet zone having an axial length. The first loading is greaterthan the second loading and the axial length of the inlet zone is lessthan or equal to the axial length of the outlet zone.

Other embodiments of the invention are directed to systems for treatingan exhaust stream comprising NO_(x) from an engine. The system comprisesthe diesel oxidation catalyst described herein being disposed downstreamof the engine.

In some detailed embodiments, the system further comprising a catalyzedsoot filter disposed downstream of the diesel oxidation catalyst. Thecatalyzed soot filter having a plurality of longitudinally extendingpassages bounded by longitudinally extending walls. The passagescomprising inlet passages having an open inlet end and a closed outletend, and outlet passages having a closed inlet end and an open outletend. The catalyzed soot filter comprising a catalyst composition on thewalls. The catalyzed soot filter effective to optimize the ratio of NOto NO₂ exiting the filter.

In some detailed embodiments, the system further comprises a selectivecatalytic reduction catalyst disposed downstream of the catalyzed sootfilter.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a perspective view of a flow through honeycomb substrate;

FIG. 2 is a cross-sectional view taken along line 2-2 of FIG. 1;

FIG. 3 shows a cross-sectional view of a zone-coated channel of aflow-through substrate according to an embodiment of the invention;

FIG. 4 is a schematic depiction of an emission treatment systemaccording to an embodiment of the invention;

FIG. 5 shows a cross-sectional view of an open-cell foam filtersubstrate according to an embodiment of the invention;

FIG. 6 shows a perspective view of a wall flow filter substrate;

FIG. 7 shows a cutaway view of a section of a wall flow filtersubstrate;

FIG. 8 shows an emission treatment system according to one embodiment ofthe invention that includes a urea reservoir and injector;

FIG. 9 shows a graph of the percentage of NO₂ in the NO_(x) as afunction of temperature;

FIG. 10 shows a graph of the % NO₂/NOx as a function of temperature;

FIG. 11 shows a graph of the SCR performance relative to the NO₂/NO_(x)ratio;

FIG. 12 shows a graph of the DOC contribution to the outlet NO₂ as afunction of temperature;

FIG. 13 shows a graph of the percentage of NO₂ in the NO_(x) as afunction of temperature;

FIG. 14 shows a graph of the FTIR emissions as a function of time for a3 hour soot-loading test;

FIG. 15 shows a graph of the NO₂ conversion across the DOC at 275° C.;

FIG. 16 shows a graph of the exhaust temperature exiting the DOC as afunction of the exhaust temperature entering the DOC measured at twoengine speeds;

FIG. 17 shows a graph of the concentration of hydrocarbon slipped fromthe DOC as a function of the exhaust temperature entering the DOCmeasured at two engine speeds;

FIG. 18 shows a graph of the NO₂/NO_(x) ratio exiting a conventional DOCas a function of time; and

FIG. 19 shows a graph of the NO₂/NO_(x) ratio exiting the engine and aDOC according to an embodiment of the invention as a function of time.

DETAILED DESCRIPTION OF THE INVENTION

Before describing several exemplary embodiments of the invention, it isto be understood that the invention is not limited to the details ofconstruction or process steps set forth in the following description.The invention is capable of other embodiments and of being practiced orbeing carried out in various ways.

“Activated alumina” has its usual meaning of a high BET surface areaalumina, comprising one or more of gamma-, theta- and delta aluminas.

“BET surface area” has its usual meaning of referring to the Brunauer,Emmett, Teller method for determining surface area by N₂ absorption.Unless otherwise specifically stated, all references herein to thesurface area of the catalyst support components or other catalystcomponents means the BET surface area.

“Bulk form,” when used to describe the physical form of a material(e.g., ceria), means the material is present as discrete particles thatcan be as small as 1 to 15 microns in diameter or smaller, as opposed tohaving been dispersed in solution onto another material such as gammaalumina. By way of example, in some embodiments of the invention,particles of ceria are admixed with particles of gamma alumina so thatceria is present in bulk form, as opposed to, for example, impregnatingalumina particles with aqueous solutions of ceria precursors which uponcalcination are converted to ceria disposed on the alumina particles.

When present in a catalyst, “cerium component” means one or more oxidesof cerium (e.g., CeO₂).

“Downstream” and “Upstream,” when used to describe an article, catalystsubstrate or zone, refer to the relative positions in the exhaust systemas sensed in the direction of the flow of the exhaust gas stream. When acatalyst or catalyst zone is “downstream” or “upstream” from anothercatalyst or zone, it may be on a different substrate or brick or on adifferent region of the same substrate or brick.

“High surface area support” means support materials with a BET surfacearea that is approximately greater than 10 m²/g, for example, greaterthan 150 m²/g.

“Platinum group metal component” or “PGM” refers to the platinum groupmetals or oxides thereof. Suitable platinum group metal components areplatinum, palladium, rhodium iridium components, and combinationsthereof.

“Diesel oxidation catalyst” or “DOC” refers to a catalyst promotingoxidation processes in diesel exhaust, to reduce emissions of theorganic fraction of diesel particulates, gas-phase hydrocarbons, and/orcarbon monoxide.

“Active regeneration” refers to the introduction of a combustiblematerial (e.g., diesel fuel) into the exhaust and burning it across anoxidation catalyst to generate an exotherm from that provides heat (e.g.about 500-700° C.) needed to burn particulate matter such as soot fromthe filter

An ammonia destruction catalyst or AMOX refers to a catalyst thatpromotes the oxidation of NH₃.

“Particulate filter” or “soot filter” is a filter designed to removeparticulate matter from an exhaust gas stream such as soot, andparticulate filters include, but are not limited to honeycomb wall flowfilters, partial filtration filter, a wire mesh filter, wound fiberfilters, sintered metal filters; and foam filters.

As used herein, “operating window” refers to the temperature and spacevelocity values encountered by the catalytic component during operationof the engine. The temperature of the operating window can vary between0° C. and 800° C., and the space velocity can vary between 0 and1,000,000/hour.

To meet future Heavy Duty emission regulations around the world it willbe necessary to utilize particulate reduction and NO_(x) reductionemission control system. One approach is the utilization of an activeparticulate filter system plus a Selective Catalytic Reduction system.This system can be configured in numerous ways but a configuration inthe following order—Diesel Oxidation Catalyst (DOC)-Catalyzed SootFilter (CSF)-Urea Injection-Selective Catalytic Reduction Catalyst(SCR)-with or without an Ammonia Oxidation Catalyst (AMOX) seems tooffer attractive design benefits.

Embodiments of this invention utilize a DOC that is specificallydesigned to burn fuel for active regeneration of the filter by fuelinjection either in-cylinder in the engine or post injection in theexhaust with minimal or no NO₂ production across the DOC such that NO₂DOC out has negligible or no affect on particulate oxidation in thefilter. The CSF can be designed to optimize the NO/NO₂ ratio out of thefilter to facilitate optimal NO_(x) reduction across the SCR system.

According to one or more embodiments of the invention a diesel oxidationcatalyst ix disposed on a flow through substrate. FIGS. 1 to 3illustrate a honeycomb flow through substrates that can be usedaccording to embodiments of the invention. The catalysts comprise asubstrate 10 which has an outer surface 12, and inlet end 14 and anoutlet end 14′. Wall elements 18 define a plurality of parallel passages16. Each passage 16 has a corresponding inlet and outlet. A catalyst isassociated with the wall elements 18 so that the gases flowing throughthe passages 16 contact the catalyst. Referring to FIG. 3, according toone or more embodiments, the substrate 10 has at least two zones; aninlet zone 20 and an outlet zone 22. In one or more embodiments, theinlet zone 20 has an axial length and includes one or more of platinumand palladium in a first loading 24. The outlet zone 22 has an axiallength and palladium in a second loading 26. In one or more embodiments,the first loading 24 is greater than the second loading 26 and the axiallength of the inlet zone 20 is equal to or less than the axial length ofthe outlet zone 22.

According to one or more embodiments, the catalyst is effective toprovide substantially no additional NO₂ when an exhaust gas stream ispassed through the catalyst. Substantially no NO₂ is produced over about90% of the operating window of the catalyst. In detailed embodiments,the catalyst is effective to provide substantially no additional NO₂when exhaust gas is passed through the catalyst over about 70%, 75% 80%,85%, 90% or 95% of the operating window of the catalyst. According toone or more embodiments, as used in this specification, and the appendedclaims, “substantially no additional NO₂” means that there is no morethan a 25 ppm increase in the NO₂ concentration.

In specific embodiments, the outlet zone 22 comprises substantially noplatinum. As used in this specification, and the appended claims,“substantially no platinum” means that the platinum is not intentionallyprovided in the zone, for example, less than about 1 wt. % of the metalcomprises platinum. In specific embodiments, the amount of platinumpresent is less than about 0.5 wt. % or less than about 0.1 wt. %.

The axial length of the inlet zone 20 can be adjusted as needed. Inspecific embodiments the axial length of the inlet zone 20 is less thanabout 45% of the total axial length of the catalyst. In other specificembodiments, the axial length of the inlet zone 20 is less than about40%, 35%, 30%, 25%, 20%, 15%, 10%, 5% or 1%. In detailed embodiments,the axial length of the inlet zone is about half the axial length of theoutlet zone; meaning the inlet axial length is about 33.3% of the totalaxial length of the catalyst 10 and the outlet axial length is about66.7% of the total axial length. In other detailed embodiments, theaxial length of the inlet zone 20 can be about 0%, or greater than about5%, 10%, 15%, 20%, 25%, 30%, 33.3%, 35%, 40% or 45% of the total axiallength.

In some specific embodiments, the inlet zone 20 has a platinum topalladium ratio equal to or greater than about 10:1. In another specificembodiment, the inlet zone 20 comprises substantially only palladium. Asused in this specification, and the appended claims, the term“substantially only palladium” means that there is less than about 5% ofother metals. In other detailed embodiments, the inlet zone 20 has aplatinum to palladium ratio greater than or equal to about 1:1, 2:1,3:1, 4:1, 5:1, 6:1, 7:1, 8:1, 9:1, 10:1, 15:1, 20:1, 30:1, 40:1 or 50:1.

In detailed embodiments, the loading of the inlet zone is high, comparedto the loading of the outlet zone. In specific embodiments, the loadingof the inlet zone is equal to or greater than about 30 g/ft³, 40 g/ft³,50, g/ft³, 60 g/ft³, 70 g/ft³, 75 g/ft³, 80 g/ft³, 90 g/ft³, 100 g/ft³,100 g/ft³, and 150 g/ft³.

In detailed embodiments, the loading of the outlet zone is low, comparedto the loading of the inlet zone. In specific embodiments, the loadingof the outlet zone is less than or equal to about 30 g/ft³, 20 g/ft³, 15g/ft³, 10 g/ft³, 5 g/ft³, 4 g/ft³, 3 g/ft³, 2 g/ft³ or 1 g/ft³.

In specific embodiments, the diesel oxidation catalyst is disposed on aflow-through substrate like that depicted in FIGS. 1-3. It is alsoconceivable that the diesel oxidation catalyst can be integrated withadditional components, such as a particulate filter.

The diesel oxidation catalyst of some embodiments includes a base metaloxide in either or both of the inlet zone and the outlet zone. Suitablebase metal oxides include, but are not limited to, oxides of rare earthmetals such as ceria, praseodymia, neodymia and combinations thereof.These rare earth oxides may be stabilized by zirconia

In a specific embodiment, the inlet zone of the diesel oxidationcatalyst comprises platinum and palladium in a ratio of at least 2:1with a loading of at least about 75 g/ft³. The outlet zone comprisessubstantially only palladium with a loading of no greater than about 10g/ft³.

In another specific embodiment, the inlet zone comprises platinum andpalladium in a ratio of about 10:1 with a loading of about 80 g/ft³ andthe outlet zone comprises substantially only palladium with a loading ofabout 5 g/ft³.

In a further specific embodiment, the inlet zone and the outlet zonecomprise substantially only palladium. The loading of the inlet zone isgreater than 30 g/ft³ and the loading of the outlet zone is less than 30g/ft³.

Other metals may be included in either or both zones of the dieseloxidation catalyst. Suitable metals include, but are not limited to,rhodium and an alkaline earth metal oxides such as magnesium oxide,calcium oxide, strontium oxide, barium oxide and combinations thereof.

Other aspects of the invention are directed to methods of making adiesel oxidation catalyst. A first slurry is prepared comprising one ormore of platinum and palladium. A second slurry is prepared comprisingpalladium. A substrate is washcoated with the first slurry over an inletzone of the substrate to result in a first loading. The inlet zone has afirst axial length. The outlet zone of the substrate is washcoated withthe second slurry to a second loading. The outlet zone having a secondaxial length. The first loading is greater than the second loading andthe axial length of the inlet zone is not greater than about the axiallength of the outlet zone.

In detailed embodiments, the axial length of the inlet zone is abouthalf the axial length of the outlet zone. In other detailed embodimentsthe axial length of the inlet zone is about equal to the axial length ofthe outlet zone. The axial length of the inlet zone can be anypercentage of the length of the substrate up to a length of about 50%.For example, the axial length of the inlet zone can be 5%, 10%, 20, 30%,33.3%, 35%, 40%, 45% or 50%. These are merely examples and should not betaken as limiting the scope of the invention.

In other detailed embodiments, the first loading is greater than about40 g/ft³. The first loading can be greater than other amounts,including, but not limited to, 50 g/ft³, 60 g/ft³, 70 g/ft³, 80 g/ft³,90 g/ft³, 100 g/ft³, 110 g/ft³, 120 g/ft³, 130 g/ft³, 140 g/ft³, 150g/ft³, 160 g/ft³, 170 g/ft³, 180 g/ft³, 190 g/ft³ and 200 g/ft³. Theseare merely examples and should not be taken as limiting the scope of theinvention.

In further detailed embodiments, the second loading is less than about20 g/ft³. The second loading can also be less than about 15 g/ft³, 10g/ft³, 9 g/ft³, 8 g/ft³, 7 g/ft³, 6 g/ft³, 5 g/ft³, 4 g/ft³, 3 g/ft³, 2g/ft³ and 1 g/ft³. These are merely examples and should not be taken aslimiting the scope of the invention.

Further embodiments of the invention relate to an emission treatmentsystem that effectively provides simultaneous treatment of theparticulate matter, the NO_(x) and other gaseous components of dieselengine exhaust. Due to the choice of catalytic compositions implementedin the system, effective pollutant abatement is provided for exhauststreams of varying temperatures. This feature is advantageous foroperating diesel vehicles under varying loads and vehicle speeds whichsignificantly impact exhaust temperatures emitted from the engines ofsuch vehicles.

One embodiment of the inventive emission treatment system isschematically depicted in FIG. 4. As can be seen in FIG. 4, the exhaustcontaining gaseous pollutants (including unburned hydrocarbons, carbonmonoxide and NO_(x)) and particulate matter is conveyed from the engine40 to an oxidation catalyst 41. In the oxidation catalyst 41, unburnedgaseous and non-volatile hydrocarbons (i.e., the VOF) and carbonmonoxide are largely combusted to form carbon dioxide and water. Removalof substantial proportions of the VOF using the oxidation catalyst, inparticular, helps prevent too great a deposition of particulate matteron the optional soot filter 42 (i.e., clogging), which is positioneddownstream in the system. In addition, substantially no NO₂ is generatedin the oxidation catalyst. For instance, the amount of NO₂ entering theoxidation catalyst is substantially the same or less than the amountexiting the oxidation catalyst.

Accordingly, one or more embodiments are directed to a system fortreating an exhaust stream comprising NO_(x) from an engine. The systemcomprises a diesel oxidation catalyst, as previously described, disposeddownstream of the engine. Briefly, a diesel oxidation catalyst having aninlet zone with a first loading of at least one of palladium andplatinum and an outlet zone with a second loading comprising palladium.The first loading is greater than the second loading and the length ofthe first zone is no greater than the length of the second zone.

The exact catalyst composition and loading providing that regulates theamount of NO₂ exiting the oxidation catalyst will depend on theparticular application and factors such as whether the engine is a heavyduty diesel engine, a light duty diesel engine, the operatingtemperature, space velocity and other factors. Suitable catalysts forthe oxidation include platinum group metal- and base metal-basedcompositions. The catalyst compositions can be coated onto honeycombflow-through monolith substrates formed of refractory metallic orceramic (e.g., cordierite) materials. Alternatively, oxidation catalystsmay be formed on to metallic or ceramic foam substrates which arewell-known in the art. These oxidation catalysts, by virtue of thesubstrate on which they are coated (e.g., open cell ceramic foam),and/or by virtue of their intrinsic oxidation catalytic activity providesome level of particulate removal. The oxidation catalyst may removesome of the particulate matter from the exhaust stream upstream of thewall flow filter, since the reduction in the particulate mass on thefilter potentially extends the time before forced regenerations.

One suitable oxidation catalyst composition that may be used in theemission treatment system contains a platinum group metal (PGM)component (e.g., platinum, palladium or rhodium components) dispersed ona high surface area, refractory oxide support (e.g., γ-alumina) which iscombined with a zeolite component (for example, a beta zeolite).

Zeolites used in such compositions are resistant to sulfur poisoning,sustain a high level of activity for the SCR process, and are capable ofoxidation of excess ammonia with oxygen. Specific, non-limiting examplesof such zeolites include USY, Beta and ZSM-20. Additional examples ofsuitable SCR catalysts include zeolite having the CHA structure, forexample SSZ-13, and non-zeolitic molecular sieves having the CHAstructure, for example silicoaluminophosphates such as SAPO-34, SAPO-18,SAPO-44. Particular, non-limiting examples are materials having the CHAstructure that are promoted with Cu and/or Fe, for example Cu/SSZ-13 andCu/SAPO-34, Cu/SAPO-18 and CuSAPO-44.

Platinum group metal-based compositions suitable for use in forming theoxidation catalyst are also described in U.S. Pat. No. 5,100,632 (the'632 patent) hereby incorporated by reference. The '632 patent describescompositions that have a mixture of platinum, palladium, rhodium, andruthenium and an alkaline earth metal oxide such as magnesium oxide,calcium oxide, strontium oxide, or barium oxide.

Catalyst compositions suitable for the oxidation catalyst may also beformed using base metals as catalytic agents. For example, U.S. Pat. No.5,491,120 (the disclosure of which is hereby incorporated by reference)discloses oxidation catalyst compositions that include a catalyticmaterial having a BET surface area of at least about 10 m²/g and consistessentially of a bulk second metal oxide which may be one or more oftitania, zirconia, ceria-zirconia, silica, alumina-silica, andα-alumina.

In specific embodiments, the outlet zone of the catalyst comprisessubstantially no platinum. In other specific embodiments, the axiallength of the inlet zone is less than about 35% of the total length ofthe catalyst. In other embodiments, the emission treatment systemfurther comprises a catalyzed soot filter 42 disposed downstream of thediesel oxidation catalyst 41. In specific embodiments, the catalyzedsoot filter 42 may have a plurality of longitudinally extending passagesbounded by longitudinally extending walls. The passages comprise inletpassages having an open inlet end and a closed outlet end, and outletpassages having a closed inlet end and an open outlet end. The catalyzedsoot filter 42 comprises a catalyst composition on the walls and iseffective to optimize the ratio of NO to NO₂ exiting the filter.

The exhaust stream is conveyed to the soot filter 42. On passing throughthe soot filter 42, particulate matter is filtered and the gas containsapproximately equal ratios of NO to NO₂.

The particulate matter including the soot fraction and the VOF are alsolargely removed (greater than 80%) by the soot filter 42. Theparticulate matter deposited on the soot filter 42 is combusted throughthe regeneration of the filter, the temperature at which the sootfraction of the particulate matter combusts is lowered by the presenceof the catalyst composition disposed on the soot filter.

In the embodiment show in FIG. 4, an optional reductant, in this caseammonia, is injected as a spray via a nozzle (not shown) into theexhaust stream downstream of the soot filter 42. Aqueous urea shown onone line 48 can serve as the ammonia precursor which can be mixed withair on another line 49 in a mixing station 46. Valve 45 can be used tometer precise amounts of aqueous urea which are converted in the exhauststream to ammonia.

Downstream of the soot filter 42 is a selective catalytic reductioncatalyst (SCR) 43. The exhaust gas containing NO and NO₂ is reduced toN₂ in the SCR 43.

The emission treatment system may optionally be equipped with a slipoxidation catalyst 44 downstream of the SCR catalyst 43. The slipoxidation catalyst can be coated, for example, with a compositioncontaining base metals and less than 0.5 wt % of platinum. Thisprovision can be used to oxidize any excess NH₃ before it is vented tothe atmosphere.

The configuration shown in FIG. 4 offers several advantages for theoverall system functionality. First, having the DOC 41 in the firstposition allows it to be placed as close as possible to the engine 40ensuring rapid heat up for cold start HC and CO emissions and themaximum DOC inlet temperature for active filter regeneration.

Second, the CSF 42 being in front of the SCR 43 will preventparticulate, oil ash and other undesirable materials from beingdeposited on the SCR catalyst thus improving its durability andperformance.

Third, having oxidation catalysts 41 in front of the SCR 43 allows foran increase in the NO₂ to NO ratio entering the SCR 43 which is known toincrease the reaction rate of the NO_(x) reduction occurring in the SCR43, if properly controlled.

However, the optimal control of the NO to NO₂ ratio entering the filter42 can be an issue with the large volume of oxidation catalyst that ispresent in the DOC 41 and CSF in front of the SCR 43. According to oneor more embodiments, proper system design provides for the control ofthe NO to NO₂ ratio into the SCR 43 using a novel combination of DOC 41and diesel filter catalysts 42.

Selective Catalytic Reduction Catalysts

Suitable SCR catalyst compositions for use in the system are able toeffectively catalyze the reduction of the NOx component, so thatadequate NOx levels can be treated even under conditions of low loadwhich typically are associated with lower exhaust temperatures. In oneor more embodiments, the catalyst article is capable of converting atleast 50% of the NOx component to N2, depending on the amount ofreductant added to the system. In addition, SCR catalyst compositionsfor use in the system are also ideally able to aid in the regenerationof the filter by lowering the temperature at which the soot fraction ofthe particulate matter is combusted. Another desirable attribute for thecomposition is that it possesses the ability to catalyze the reaction ofO2 with any excess NH3 to N2 and H2O, so that NH3 is not emitted to theatmosphere.

Useful SCR catalyst compositions used in the system also have thermalresistance to temperatures greater than 650° C. Such high temperaturesare often encountered during the regeneration of soot filters.Additionally, SCR catalyst compositions should resist degradation uponexposure to sulfur components, which are often present in diesel exhaustgas compositions.

Suitable SCR catalyst compositions are described, for instance, in U.S.Pat. No. 4,961,917 (the '917 patent) and U.S. Pat. No. 5,516,497, whichare both hereby incorporated by reference in their entirety.Compositions disclosed in the '917 patent include one or both of an ironand a copper promoter present in a zeolite in an amount of from about0.1 to 30 percent by weight, a specific example being from about to 5percent by weight, of the total weight of promoter plus zeolite. Inaddition to their ability to catalyze the reduction of NOx with NH3 toN2, the disclosed compositions can also promote the oxidation of excessNH3 with O2, especially for those compositions having higher promoterconcentrations.

Substrates

Substrates of particular use with the diesel oxidation catalysts andoptional exhaust components described are of the flow-through type,open-cell foam filters and the wall flow type. The flow-through typesubstrate has been previously described with respect to FIGS. 1-3.

An alternate substrate is an open cell foam substrate that contains aplurality of pores. FIG. 5 illustrates a cutaway section of a typicalsubstrate of the foam-type. The foam 70 is an open-celled foam and thecatalyst coating 72 is deposited on the walls 72 of the cells 71. Theopen-celled structure of the foam provides the coated substrate with ahigh surface area of the catalyst per volume. An exhaust stream passingthe substrate from the inlet end to the outlet end of the substrateflows through the plurality of cells defined by the walls 74 of the foamto contact the catalyst layer 72 deposited on the walls 73 of the cells71.

The foam substrate may be composed of metallic or ceramic materials.Examples of ceramic foams are disclosed in U.S. Pat. No. 6,077,600,which is herein incorporated by reference in its entirety. Ceramic foamcarriers have walls formed from fibers coated with ceramic materials.Substrates in the form of metal foams are well known in the prior art,e.g., see U.S. Pat. No. 3,111,396, which is herein incorporated byreference in its entirety.

Other alternate substrate are wall flow substrates useful for supportingthe catalyst compositions have a plurality of fine, substantiallyparallel gas flow passages extending along the longitudinal axis of thesubstrate. Typically, each passage is blocked at one end of thesubstrate body, with alternate passages blocked at opposite end-faces.Such monolithic carriers may contain up to about 700 or more flowpassages (or “cells”) per square inch of cross section, although farfewer may be used. For example, the carrier may have from about 7 to600, more usually from about 100 to 400, cells per square inch (“cpsi”).The cells can have cross sections that are rectangular, square,circular, oval, triangular, hexagonal, or are of other polygonal shapes.Wall flow substrates typically have a wall thickness between 0.002 and0.1 inches. An example of a suitable wall flow substrate has a wallthickness of between about 0.002 and 0.015 inches.

FIGS. 6 and 7 illustrate a wall flow filter substrate 50 which has aplurality of passages 52. The passages are tubularly enclosed by theinternal walls 53 of the filter substrate. The substrate has an inletend 54 and an outlet end 56. Alternate passages are plugged at the inletend with inlet plugs 58, and at the outlet end with outlet plugs 60 toform opposing checkerboard patterns at the inlet 54 and outlet 56. A gasstream 62 enters through the unplugged channel inlet 64, is stopped byoutlet plug 60 and diffuses through channel walls 53 (which are porous)to the outlet side 66. The gas cannot pass back to the inlet side ofwalls because of inlet plugs 58.

Suitable wall flow filter substrates are composed of ceramic-likematerials such as cordierite, α-alumina, silicon carbide, siliconnitride, zirconia, mullite, spodumene, alumina-silica-magnesia, aluminumtitanate or zirconium silicate, or of any other suitable porous,refractory metal. Wall flow substrates may also be formed of ceramicfiber composite materials. Suitable wall flow substrates are formed fromcordierite and silicon carbide. Such materials are able to withstand theenvironment, particularly high temperatures, encountered in treating theexhaust streams.

Suitable wall flow substrates for use in the inventive system includethin porous walled honeycombs (monoliths) through which the fluid streampasses without causing too great an increase in back pressure orpressure across the article. Normally, the presence of a clean wall flowarticle will create a back pressure of 1 inch water column to 10 psig.Ceramic wall flow substrates used in the system may be formed of amaterial having a porosity of at least 50% (e.g., from 50 to 75%) havinga mean pore size of at least 5 microns (e.g., from 5 to 30 microns).When substrates with these porosities and these mean pore sizes arecoated with the techniques described below, adequate levels of SCRcatalyst compositions can be loaded onto the substrates to achieveexcellent NOx conversion efficiency. These substrates are still ableretain adequate exhaust flow characteristics, i.e., acceptable backpressures, despite the SCR catalyst loading. U.S. Pat. No. 4,329,162 isherein incorporated by reference with respect to the disclosure ofsuitable wall flow substrates.

Suitable wall flow filters may be formed with lower wall porosities,e.g., from about 35% to 50%, than the wall flow filters utilized in theinvention. In general, the pore size distribution of a suitablecommercial wall flow filter is very broad with a mean pore size smallerthan 17 microns.

The porous wall flow filter used according to embodiments of thisinvention is catalyzed in that the wall of said element has thereon orcontained therein one or more catalytic materials. Catalytic materialsmay be present on the inlet side of the element wall alone, the outletside alone, both the inlet and outlet sides, or the wall itself mayconsist all, or in part, of the catalytic material. This inventionincludes the use of one or more layers of catalytic materials andcombinations of one or more layers of catalytic materials on the inletand/or outlet walls of the element.

To coat the wall flow substrates with a catalyst composition, thesubstrates are immersed vertically in a portion of the catalyst slurrysuch that the top of the substrate is located just above the surface ofthe slurry. In this manner, slurry contacts the inlet face of eachhoneycomb wall, but is prevented from contacting the outlet face of eachwall. The sample is left in the slurry for about 30 seconds. Thesubstrate is removed from the slurry, and excess slurry is removed fromthe wall flow substrate first by allowing it to drain from the channels,then by blowing with compressed air (against the direction of slurrypenetration), and then by pulling a vacuum from the direction of slurrypenetration. By using this technique, the catalyst slurry typicallypermeates the walls of the substrate, yet the pores are not occluded tothe extent that undue back pressure will build up in the finishedsubstrate. As used herein, the term “permeate” when used to describe thedispersion of the catalyst slurry on the substrate, means that thecatalyst composition is dispersed throughout the wall of the substrate.

The coated substrates are dried typically at about 100° C. and calcinedat a higher temperature (e.g., 300 to 450° C.). After calcining, thecatalyst loading can determined be through calculation of the coated anduncoated weights of the substrate. As will be apparent to those of skillin the art, the catalyst loading can be modified by altering the solidscontent of the coating slurry. Alternatively, repeated immersions of thesubstrate in the coating slurry can be conducted, followed by removal ofthe excess slurry as described above.

Reductant Injector

A reductant dosing system is optionally provided downstream of the sootfilter and upstream of the SCR catalyst to inject a NOx reductant intothe exhaust stream. As disclosed in U.S. Pat. No. 4,963,332, NOxupstream and downstream of the catalytic converter can be sensed, and apulsed dosing valve can be controlled by the upstream and downstreamsignals. In alternative configurations, the systems disclosed in U.S.Pat. No. 5,522,218, where the pulse width of the reductant injector iscontrolled from maps of exhaust gas temperature and engine operatingconditions such as engine rpm, transmission gear and engine speed.Reference is also made to the discussion of reductant pulse meteringsystems in U.S. Pat. No. 6,415,602, the discussion of which is herebyincorporated by reference.

In the embodiment of FIG. 8, an aqueous urea reservoir 82 stores aurea/water solution aboard the vehicle which is pumped through a pump 81including a filter and pressure regulator to a urea injector 46. Ureainjector 46 is a mixing chamber which receives pressure regulated air online 49 which is pulsed by a control valve to urea injector 46. Anatomized urea/water/air solution results which is pulse injected througha nozzle 83 into exhaust pipe 84 upstream of the SCR catalyst 43.

This invention is not limited to the aqueous urea metering arrangementshown in FIG. 8. It is contemplated that a gaseous nitrogen basedreagent may be utilized. For example, a urea or cyanuric acid prillinjector can meter solid pellets of urea to a chamber heated by theexhaust gas to gasify the solid reductant (sublimation temperature rangeof about 300 to 400° C.). Cyanuric acid will gasify to isocyanic acid(HNCO) and urea will gasify to ammonia and HNCO. With either reductant,a hydrolysis catalyst can be provided in the chamber and a slip streamof the exhaust gas metered into the chamber (the exhaust gas containssufficient water vapor) to hydrolyze (temperatures of about 150 to 350°C.) HNCO to produce ammonia.

In addition to urea and cyanuric acid, other nitrogen based reducingreagents or reductants especially suitable for use in the control systemof the present invention includes ammelide, ammeline, ammonium cyanate,biuret, cyanuric acid, ammonium carbamate, melamine, tricyanourea, andmixtures of any number of these. However, the invention in a broadersense is not limited to nitrogen based reductants but can include anyreductant containing hydrocarbons such as distillate fuels includingalcohols, ethers, organo-nitro compounds and the like (e.g., methanol,ethanol, diethyl ether, etc.) and various amines and their salts(especially their carbonates), including guanidine, methyl aminecarbonate, hexamethylamine, etc.

Additional embodiments of the invention are directed to methods methodof treating an exhaust stream from a diesel engine comprising NOx andparticulate matter. The method comprises flowing the exhaust streamthrough the catalyst compositions previously described. Briefly, adiesel oxidation catalyst having an inlet zone with a first loading ofat least one of palladium and platinum and an outlet zone with a secondloading comprising palladium. The first loading is greater than thesecond loading and the length of the first zone is no greater than thelength of the second zone.

In specific embodiments, the exhaust gas is passed through a catalyst aspreviously described where the outlet zone contains substantially noplatinum. The catalyst of detailed embodiments is effective to producesubstantially no additional NO2 in the exhaust gas stream after passingthrough the catalyst over about 90% of the operating window of thecatalyst. In other detailed embodiments, the catalyst is effective toproduce substantially no additional NO2 in the exhaust gas stream afterpassing through the catalyst over about 70%, 75% 80%, 85%, 90% or 95% ofthe operating window of the catalyst. In some specific embodiments, theaxial length of the inlet zone is about half the axial length of theoutlet zone and the first loading is greater than about 60 g/ft3 and thesecond loading is less than about 6 g/ft3.

Examples

Data shows that the engine out NO2 percentage of NOx can vary dependingon the engine design, the exhaust temperature and the load. See FIG. 9.The optimal NO to NO2 ratio for improving the selective catalyticreduction reaction rate is 1:1 (50% concentration), it can be seen inthe data in FIG. 10 that even the engine out NO2 can be above theoptimal ratio. In the event the DOC is too active and contains asignificant amount of platinum necessary for burning fuel for activeregeneration and a CSF with platinum, the NO2 concentration oftenexceeds the optimal NO to NO2 (or NO2 to NOx) ratio. See FIG. 10. Thiscan be an issue because if the concentration of NO2 becomes too high,the NOx reduction reaction becomes inhibited. See FIG. 11, in which thelower NOx conversions shown as the shorter bars in the graph areproduced when the NO2 to total NOx is 80%. However, under similarconditions, when the NO2 to total NOx ratio is 56%, the NOx conversionis higher.

Additionally, data has shown that the majority of NO2 available at theinlet of the SCR catalyst is produced in the CSF. See FIG. 12. Inaddition to having only a small effect on the overall amount of NO2entering the SCR catalyst the NO2 out of the DOC can be affected by theengine out CO and HC concentrations. See FIG. 13.

Since the NO2 produced in the DOC must pass through the CSF and as theCSF builds a soot layer on the inlet channel walls, the NO2 generated bythe DOC will react with the soot and revert back to NO. The extent ofthis reaction will be dependent on the thickness of the soot layer thusit will be variable. Therefore, the amount of NO2 generated by the DOCthat actually makes it to the SCR is variable and unreliable. However,the generation of NO2 over the CSF is much more controllable because theDOC will have oxidized almost all of the HC and CO coming from theengine and the CSF PGM loading will drive the NO to NO2 towardequilibrium for the given conditions regardless of the amount of soot inthe filter. See FIG. 14.

Embodiments of the invention are able to utilize a DOC that makes littleor no NO2 compared to engine out in combination with an optimized CSFdesigned to provide the proper NO to NO2 ratio for optimal SCRoperation. See FIG. 15.

A properly designed DOC can be configured to contain a catalyst that iseffective produce little or no NO2 compared to the engine out emissions.See Table 1 and FIG. 11.

TABLE 1 Steady SV DOC out State x000 Temp Engine Out (ppm) % HC % COPoint hr⁻¹ ° C. NO_(x) NO₂/NO_(x) HC CO NO₂/NO_(x) Conv Conv 1 87 510412 0.073 59 413 0.095 69.9 97.6 2 64 530 336 0.08 50 472 0.065 72.199.1 3 38 430 217 0.158 152 1054 0.2 90.1 99.8 4 29 384 214 0.179 240994 0.302 92.9 99.8 5 20 270 231 0.252 274 1229 0.398 94.5 99.9 6 20 260122 0.384 410 1721 0.275 94.6 99.9 7 19.3 195 ± 5 278 0.111 217 2350.075 77 99.8

The optimization of the DOC according to one or more embodimentsincludes the utilization of platinum group metals such as platinum andpalladium in appropriate ratios, loadings and distribution on thesubstrate to optimize HC and CO conversion and active regeneration ofthe filter while making little or no NO2. This optimization will allowthe removal of Platinum (the primary catalyst for making NO2) from theDOC thus reducing the overall cost of the DOC. This allows more platinumto be utilized on the CSF where it will give the most benefit forgenerating NO2 for the SCR.

This design offers many benefits, including the opportunity for lower Ptloading on the DOC, reducing the cost. The opportunity to increase theuse of Pd on the DOC, increasing the Pd to Pt ratio, improving thethermal durability of the DOC. Allowing a more stable NO to NO2 ratiointo the filter. Allowing better utilization of the system PGM byplacing more PGM and more Pt on the filter. Allowing for theoptimization of the filter for NO2 production for the SCR which createsa system that is amore able to provide the optimal NO to NO2 ratio forproper SCR operation.

Comparative Example

A standard diesel oxidation catalyst was prepared using a 10.5″×6.0″cylindrically shaped substrate with 300 cells per square inch and 5 milwall thickness. The substrate was coated with a 10:1 platinum topalladium washcoat with a loading of 40 g/ft3. The substrate was zoned50:50 over the axial length of the substrate. The loading in the inletzone was 55 g/ft3 and the outlet zone loading was 25 g/ft3.

Low NO2 Example

A substrate identical to that of the Comparative Example was zonewashcoated. The inlet zone was 2″ long and contained platinum andpalladium at a ratio of 10:1 with a loading of 80 g/ft3. The outlet zonewas the remaining 4″ of the substrate and was washcoated withsubstantially only palladium with a loading of 5 g/ft3. The totalloading for the Low NO2 sample was 30 g/ft3 with an overall platinum topalladium ratio of 4.2:1.

FIG. 16 shows a graph of the temperature exiting the DOC as a functionof the temperature entering the DOC. This graph demonstrates that thetemperature of the exhaust exiting the DOC increased with increasingtemperature entering the DOC. The data was evaluated at two enginespeeds, 1200 rpm and B-speed. The Low-NO2 DOC performed comparably tothe Comparative Example. The distribution of metal with high loading inthe upstream end and the low loading in the downstream end did notaffect the temperature out of the DOC, meaning that light-off of fuel isnot significantly affected.

FIG. 17 shows a graph of the concentration of hydrocarbons slipped fromthe DOC as a function of the exhaust temperature entering the DOC. Thedata was evaluated at two engine speeds, 1200 rpm and B-speed. The LowNO2 DOC performed equivalently to the Comparative Example down to atemperature of about 250° C. The precious metal loading was less for theLow NO2 DOC, accounting for the higher HC slip at low temperatures.

FIGS. 18 and 19 show graphs of the NO2/NOx ratio as a function ofruntime for the Comparative Example and the Low NO2 DOC, respectively.The DOC-out ratio for the Comparative Example fluctuated greatly betweenabout 0 and 0.6 over the runtime. The DOC-out ratio for the Low NO2 DOCfluctuated between about 0 and about 0.1 throughout the runtime. FIG.also shows that the NO2/NOX ratio exiting the engine fluctuated betweenabout 0 and about 0.2 throughout the runtime, with much largervariations than after the Low NO2 DOC. Thus, the low NO2 DOC has a muchlower NO2/NOx ratio than the Comparative Example, plus the NO2/NOx ratiois at or well below engine out over the entire run sequence.

Reference throughout this specification to “one embodiment,” “certainembodiments,” “one or more embodiments” or “an embodiment” means that aparticular feature, structure, material, or characteristic described inconnection with the embodiment is included in at least one embodiment ofthe invention. Thus, the appearances of the phrases such as “in one ormore embodiments,” “in certain embodiments,” “in one embodiment” or “inan embodiment” in various places throughout this specification are notnecessarily referring to the same embodiment of the invention.Furthermore, the particular features, structures, materials, orcharacteristics may be combined in any suitable manner in one or moreembodiments.

While the foregoing is directed to embodiments of the present invention,other and further embodiments of the invention may be devised withoutdeparting from the basic scope thereof, and the scope thereof isdetermined by the claims that follow.

What is claimed:
 1. A system for treating an exhaust stream comprisingNOx from an engine, the system comprising: a diesel oxidation catalystcomprising an inlet zone with an axial length and an outlet zone with anaxial length, the inlet zone comprising at least one of platinum andpalladium in a first loading, the outlet zone comprising palladium in asecond loading, the outlet zone comprising less than 0.1 wt. % platinum,the first loading being greater than the second loading, and the axiallength of the inlet zone being less than or equal to the axial length ofthe outlet zone; a catalyzed soot filter disposed downstream from thediesel oxidation catalyst, the catalyzed soot filter comprising anoxidation catalyst composition on the filter; and a NOx reducingcatalyst located downstream from the catalyzed soot filter; wherein thediesel oxidation catalyst is configured such that an amount of NO₂entering the diesel oxidation catalyst is substantially the same as anamount of NO₂ exiting the diesel oxidation catalyst with no more than a25 ppm increase in the NO₂ concentration; and wherein the oxidationcatalyst composition with platinum group metals loading on the filter isconfigured to produce NO₂ to optimize a ratio of NO to NO₂ exiting thefilter.
 2. The system of claim 1, wherein the oxidation catalystcomposition comprises a higher loading of platinum group metals thanpresent on the diesel oxidation catalyst.
 3. The system of claim 1,wherein the oxidation catalyst composition comprises a higher loading ofplatinum than present on the diesel oxidation catalyst.
 4. The system ofclaim 1, wherein the first loading is greater than 30 g/ft³.
 5. Thesystem of claim 1, wherein one or more of the inlet zone and the outletzone further comprises a base metal oxide.
 6. The system of claim 1,wherein the inlet zone comprises platinum and palladium in a ratio of atleast 2:1 and the outlet zone comprises substantially only palladium. 7.The system of claim 1, wherein the inlet zone has a platinum topalladium ratio equal to or greater than about 10:1.
 8. The system ofclaim 1, wherein the inlet zone comprises platinum and palladium in aratio of 10:1 with a loading of 80 g/ft³ and the outlet zone comprisessubstantially only palladium with a loading of 5 g/ft³.
 9. The system ofclaim 1, wherein one or more of the inlet zone and the outlet zonefurther comprises rhodium.
 10. The system of claim 1, wherein one ormore of the inlet zone and the outlet zone further comprises ceria. 11.The system of claim 1, wherein the inlet zone and the outlet zonecomprise substantially only palladium.
 12. The system of claim 1,wherein the diesel oxidation catalyst is disposed on a flow-throughsubstrate.
 13. A system for treating an exhaust stream comprising NOxfrom an engine, the system comprising: a diesel oxidation catalystcomprising at least one of platinum and palladium; a catalyzed sootfilter disposed downstream from the diesel oxidation catalyst, thecatalyzed soot filter comprising an oxidation catalyst composition onthe filter, and a NOx reducing catalyst located downstream from thecatalyzed soot filter; wherein the oxidation catalyst composition on thefilter comprises a higher loading of platinum group metals than presenton the diesel oxidation catalyst and the diesel oxidation catalystcomprises palladium and a loading of less than 0.1 wt % platinum in anoutlet zone; wherein the diesel oxidation catalyst is configured suchthat an amount of NO₂ entering the diesel oxidation catalyst issubstantially the same as an amount of NO₂ exiting the diesel oxidationcatalyst with no more than a 25 ppm increase in the NO₂ concentration;and wherein the oxidation catalyst composition with platinum groupmetals loading on the filter is configured to produce NO₂ to optimize aratio of NO to NO₂ exiting the filter.
 14. The system of claim 13,wherein the oxidation catalyst composition comprises a higher loading ofplatinum than present on the diesel oxidation catalyst.
 15. The emissiontreatment system of claim 13, wherein the NOx reducing catalyst is aselective catalytic reduction (SCR) catalyst.
 16. The emission treatmentsystem of claim 13, wherein the SCR catalyst comprises a zeolitepromoted by a promoter metal selected from iron, copper, or both ironand copper.
 17. The emission treatment system of claim 16, wherein thepromoter metal is present in an amount of from 0.1 to 30 percent byweight based on total weight of promoter metal plus zeolite.
 18. Theemission treatment system of claim 13, further comprising a reductantinjection system between the catalyzed soot filter and the NOx reducingcatalyst.
 19. The emission treatment system of claim 18, furthercomprising an ammonia oxidation catalyst disposed downstream from theNOx reducing catalyst.
 20. The emission treatment system of claim 19,wherein the ammonia oxidation catalyst comprises a catalyst compositioncomprising at least one base metal and less than 0.5 wt. % platinum.